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CIHM/ICMH 

Microfiche 

Series. 


CIHM/ICMH 
Collection  de 
microfiches. 


Canadian  Institute  for  Historical  Microreproductions  Institut  Canadian  de  microreproductions  historiques 

1980 


Technical  and  Bibliographic  Notes/Notes  techniques  et  bibliographiques 


The  Institute  has  attempted  to  obtain  the  best 
original  copy  available  for  filming.  Features  of  this 
copy  which  may  be  bibliographically  unique, 
which  may  alter  any  of  the  images  in  the 
reproduction,  or  which  may  significantly  change 
the  usual  method  of  filming,  are  checked  below. 


r~7|    Coloured  covers/ 
1^1    Couverture  de  couleur 


I      I    Covers  damaged/ 


D 
D 


D 
D 
D 
D 

D 


Couverture  endommagde 


Covers  restored  and/or  laminated/ 
Couverture  restaurde  et/ou  pelliculde 


Cover  title  missing/ 

Le  titre  de  couverture  manque 


I      I    Coloured  maps/ 


D 


Cartes  g^ographiques  en  couleur 


Coloured  ink  (i.e.  other  than  bluQ  or  black)/ 
Encre  de  couleur  (i.e.  autre  que  bleue  ou  noire) 


Coloured  plates  and/or  illustrations/ 
Planches  et/ou  illustrations  en  couleur 


Bound  with  other  material/ 
Reli6  avec  d'autres  documents 

Tight  binding  may  cause  shadows  or  distortion 
along  interior  margin/ 

La  reliure  serr^e  peut  causer  de  I'ombre  ou  de  la 
distortion  le  long  de  la  marge  intdrieure 

Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certaines  pages  blanches  ajout^es 
lors  d'une  restauration  apparaissent  dans  le  texte, 
mais,  lorsque  cela  dtait  possible,  ces  pages  n'ont 
pas  6t6  filmdes. 

Additional  comments:/ 
Commentaires  suppl^mentaires; 


L'Institut  a  microfilm^  le  meilleur  exemplaire 
qu'il  lui  a  6t6  possible  de  se  procurer.  Les  details 
de  cet  exemplaire  qui  sont  peut-dtre  uniques  du 
point  de  vue  bibliographique,  qui  peuvent  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dans  la  mdthode  normale  de  filmage 
sont  indiquds  ci-dessous. 


□    Coloured  pages/ 
Pages  de  couleur 


D 
D 

n 


n 


Pages  damaged/ 
Pages  endommagdes 

Pages  restored  and/or  laminated/ 
Pages  restaurdes  et/ou  pellicul^es 

Pages  discoloured,  stained  or  foxed/ 
Pages  d6color6es,  tachet6es  ou  piqu6es 

Pages  detached/ 
Pages  d^tachdes 

Showthrough/ 
Transparence 


I      I    Quality  of  print  varies/ 


Quality  indgale  de  I'impression 

Includes  supplementary  material/ 
Comprend  du  materiel  supplementaire 

Only  edition  available/ 
Seule  Edition  disponible 


Pages  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc.,  have  been  refilmed  to 
ensure  the  best  possible  image/ 
Les  pages  totalement  ou  partiellement 
obscurcies  par  un  feuillet  d'errata,  une  pelure, 
etc.,  ont  6t6  filmdes  d  nouveau  de  fagon  d 
cbtenir  la  meitleure  image  possible. 


10: 

K 

This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  filmd  au  taux  de  reduction  indiqu6  ci-dessous. 

14X                              18X                             22X 

26X 

30X 

y 

12X                              1BX                             20X 

24X 

28X 

32X 

ails 

du 

tdifier 

une 

nage 


The  copy  filmed  here  has  been  reproduced  thanks 
to  the  generosity  of: 

Douglas  Library 
Queen's  University 


The  images  appearing  here  are  the  best  quality 
possible  considering  the  condition  and  legibility 
of  the  original  copy  and  in  keeping  with  the 
filming  contract  specifications. 


Original  copies  in  printed  paper  covers  are  filmed 
beginning  with  the  front  cover  and  ending  on 
the  last  page  with  a  printed  or  illustrated  impres- 
sion, or  the  back  cover  when  appropriate.  All 
other  original  copies  are  filmed  beginning  on  the 
first  page  with  a  printed  or  illustrated  impres- 
sion, and  ending  on  the  last  page  with  a  printed 
or  illustrated  impression. 


The  last  recorded  frame  on  each  microfiche 
shall  contain  the  symbol  -^  (meaning  "CON- 
TINUED "),  or  the  symbol  V  (meaning  "END"), 
whichever  applies. 


L'exemplaire  film6  fut  reproduit  grdce  d  la 
g6n6roslt6  de: 

Douglas  Library 
Queen's  University 

Les  images  suivantes  ont  dt6  reproduites  avec  le 
plus  grand  soin,  compte  tenu  de  la  condition  et 
de  la  nettetd  de  l'exemplaire  filmd,  et  en 
conformity  avec  les  conditions  du  contrat  de 
filmage. 

Les  exemplaires  originaux  dont  la  couverture  en 
papier  est  imprim6e  sont  filmds  en  commengant 
par  le  premier  plat  et  en  terminant  soit  par  la 
dernidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration,  soit  par  le  second 
plat,  selon  le  cas.  Tous  les  autres  exemplaires 
originaux  sont  filmds  en  commengant  par  la 
premidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration  et  en  terminant  par 
la  dernidre  page  qui  comporte  une  telle 
empreinte. 

Un  des  symboles  suivants  apparattra  sur  la 
dernidre  image  de  cheque  microfiche,  selon  le 
cas:  le  symbole  — ♦-  signifie  "A  SUIVRE",  le 
symbole  V  signifie  "FIN". 


Maps,  plates,  charts,  etc.,  may  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  included  in  one  exposure  are  filmed 
beginning  in  tne  upper  left  hand  core  ,r,  lefv  to 
right  and  top  to  bottom,  as  many  frames  as 
required.  The  following  diagrams  illustrate  the 
method: 


Les  cartes,  planches,  tableaux,  etc.,  peuvent  dtre 
filmds  d  des  taux  de  reduction  diffdrents. 
Lorsque  le  document  est  trop  grand  pour  dtre 
reproduit  en  un  seul  clichd,  il  est  film6  d  partir 
de  Tangle  supdrieur  gauche,  de  gauche  d  droite, 
et  de  haut  en  bas,  en  prenant  le  nombre 
d'images  n^cessaire.  Les  diagrammes  suivants 
illustrent  la  mdthode. 


rrata 
to 


pelure. 


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Dominion  Coal  Company^ 
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DOMINION  COAL  COMPANY, 

LIMITED. 

( Incorporated  under  an  Act  of  the  Legislature  of  Nova  Bcotla,  1803.) 


DIRECTORS. 

H.  M.  Whitney,  Boston. 
James  Phillips,  Jr.,  Boston. 
llT.  Hon.  Lord  Strathcona  and   Mount 
Royal,  G.  C.  M.  G., 
(Lord  High  Commissioner  of  Canada.) 
Sir  William  C.  Van  Horne,  K.  C.  M.  G., 

Montreal. 
Hon.  Senator  Mackeen,  Halifax. 
Hugh  McLennan,  Montreal. 
W.  B.  Ross,  Q.  C,  Halifax. 
H.  F.  DiiMOCK,  New  York. 
F.  S.  Pearson,  New  York. 
J.  S.  McLennan,  Boston. 

OPPICERS  or  THE  COMPANY. 

H.  M.  Whitney,  President. 

James  Phillips,  Jr.,  Vice-President. 

J.  S.  McLennan,  Treasurer. 

B.  F.  Pearson,  Secretary. 

H.   DoNKiN,  C.  E.,  Resident  Manager,  Glace 

Bay. 
P.  L.  Naismith,  Supt.  Railway  and  Shipi)ing, 

Glace  Bay. 

AGENTS. 

Kingman  &  Co.,  Montreal. 

M.  R.  Morrow,  Sales  Agent  Maritime  Prov- 
inces, Halifax. 

Harvey  &  Outerbridge,  New  York. 

Hull,  Blyth  &  Co.,  Bunker  Agents  for 
U.  K.  and  Continent,  London. 


p^ 


"^r^IlE  C()ini)iiiiy  holds,  under  Ifiiso  from  the  Crown,  144 
I  s(iuiue  miles,  all  underlaid  with  coal.  Its  o[)erati()iis 
are  now  eonfiued  to  the  Plielan  seam,  for  steam  and 
domestic  [jurposes,  and  to  the  overlying  gas  coal  seams  ;  and 
from  its  pits,  at  present  working,  it  has  a  daily  capacity  of 
about  8,000  tons.  To  meet  the  increasing  demands  of  its 
trade,  it  will,  in  the  immediate  future,  begin  the  sinking  of 
at  least  one  new  pit. 

Ste/^m  Coal.  —  The  following  is  an  average  of  many 
analyses  of  the  coal  shipped  as  steam  coal  by  this  Com- 
pany :  — 

Sulphur      . 1.19 

Ash 3.41 

Volatile  Matter 32.83 

Fixed  Carbon P3.76 

Cak)rilic  Power,  B.  T.  U 14058. 

Gas  Coal.  —  Analyses  in  the  pit  shows  as  follows :  — 

Ash 5.49 

Volatile  Matter 36.21 

Fixed  Carbon 58  30 

This  produced  in  a  test  by  independent  [)arties  nearly 
10,000  ft.  of  18i  candle  power  gas. 

The  above  analyses  were  made  in  the  seam,  and  as  the  coal 
passes  over  the  most  approved  system  of  shaking  screens  and 
picking  tables,  the  coal,  as  shipped,  contains  fewer  impuri- 
ties than  these  show. 

Railway.  —  The  railway  owned  and  operated  by  the 
Company  has  a  main  line  40  miles  in  length,  4  ft.  8^  ins. 
gage,  between  the  Company's  piers  in  Sydney  Harbor  and 

5 


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its  piers  at  Louisburg.  It  was  opened  for  traffic  in  1895.  It 
is  coiniected  by  a  branch  with  the  Intercolonial  Railway  of 
Canada  at  Sydney,  and  connects  with  all  the  collieries  of  the 
Company. 

The  main  line  is  laid  throughout  with  steel  rails,  weighing 
80  lbs.  per  yard,  and  all  structures  are  of  steel  and  solid 
masonry.  No  curves  are  of  a  less  radius  than  1,433  ft.,  and 
the  maximum  grade  opposed  to  traffic  is  42  ft.  per  mile. 

Sydney  Harbor.  —  Tiie  harbor  of  Sydney,  Cape  Breton, 
can  justly  be  called  one  of  the  finest  harbors  in  the  world. 
Naval  ar.thorities,  qualified  by  world-wide  travel  to  pro- 
nounce judgment,  have  agreed  that  in  its  New  South  Wales 
namesake  alone  can  a  formidable  rival  claimant  to  that  proud 
distinction  be  found.  Situated  at  the  entrance  to  the  Gulf 
of  St.  Lawrence,  it  has  gradually  become  well  known,  not 
only  as  a  cheap  and  convenient  coaling  station  for  steamers 
engaged  in  the  large  and  rapidly  increasing  trade  between 
Canada  and  Europe,  but  also  as  a  port  of  call,  to  which  ves- 
sels leaving  Europe  unchartered  for  the  return  voyage  are 
addressed  for  coal  and  orders.  The  harbor  itself  is  singu- 
larly free  from  the  fog  which  so  frequently  enshrouds  the 
Gulf  of  St.  Lawrence,  and  no  port  can  be  approached  and 
entered  with  greater  ease  and  security  by  soundings  than 
this  one. 

Louisburg  Harbor.  —  The  harbor  of  Louisburg,  while 
not  so  capacious  as  the  neighboring  one  of  Sydney,  is  roomy 
enough  for  all  practical  and  commercial  purposes,  and  can 
provide  accommodation  for  the  largest  class  of  vessel  afloat. 
It  ctiv,  moreover,  boast  not  only  of  greater  historical  impor- 
tance, but  also  of  its  accessibility  during  the  twelve  months 
of  the  year.  Situated  on  the  southeast  side  of  Cape  Breton, 
and  a  little  to  the  westward  of  Scaterie  Island,  which  is  the 
first  point  made  by  vessels  approaching  the  North  American 
continent,  this  magnificent  harbor  is  the  nearest  on  the  con- 


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tineiit  to  England  and  Europe.  It  ia  easy  of  access,  close  to 
the  sea,  well  sheltered,  with  good  holding  ground,  and  owing 
to  its  close  ]iroximity  to  the  Atlantic,  its  watem  are  never 
frozen.  IJeing  as  nearly  as  possible  half  way  between  Europe 
and  the  cotLon  fields  of  the  Southern  States  of  America,  it 
can  offer  peculiar  advantages  as  a  coaling  station  to  steamers 
engaged  in  this  tra<le.  The  great  geographical  and  com- 
mercial advantages  of  i<ou  sburg  were  early  recognized  by 
the  French,  who  spent  enormous  sums  in  strongly  fortifying 
it.  These  fortifications,  which  gained  for  the  place  the  title 
of  the  Dunkirk  of  America,  were  demolished  by  the  British 
after  its  second  capture  in  1758;  but  tiiey  are  still  easily  to 
be  traced  on  the  western  side  of  the  harbor.  The  advantages 
of  Louisburg  as  a  port  of  call,  and  its  facilities  for  the  cheap 
and  prompt  supplying  of  coal  and  necessaries,  are  identical 
with  those  of  Sydney,  while  its  importance  as  a  shipping 
port  for  coal  intended  for  use  in  the  States  of  America  can- 
not be  denied.  Considered  as  a  bunkering  station,  it  offers 
special  attractions  from  its  geographical  position ;  and  it  has 
the  advantage  over  Sydney  of  a  much  cheaper  pilot  service. 

Shipping  Facilities.  —  The  shipping  piers  of  the  Do- 
minion Coal  Company,  Ltd.,  are  among  the  largest  on  the 
continent.  They  are  substantially  built  of  southern  pine,  on 
solid  foundations  of  piling  and  crib  work.  They  have  height 
and  water  enough  to  bunker  quickly  the  largest  vessels. 
The  two  piers  at  Sydney  are  extremely  commodious,  having 
berths  for  six  steamers  at  one  time,  and  are  v^orked  niglit 
and  day  (Sundays  excepted),  being  brilliantly  illuminated 
at  night  by  electricity.  During  a  period  of  six  months  in 
the  past  year  125  foreign  going  steamers  were  bunkered,  the 
time  occupied  averaging  less  than  six  hours  apiece.  Certain 
berths  are  reserved  exclusively  foi-  bunkering,  thus  enabling 
steamers  to  come  alongside  on  arrival  at  any  time  and  to 
coal  up  with  dispatch.  Three  or  four  steamers  have  re- 
ceived bunker  coal  in  the  same  day,  and  repeatedly  steamers 


8 

have  .sailed  in  two  or  three  houi-s  after  anival,  having  in  the 
meantime  received  what  bunker  coal  they  required.  Facili- 
ties for  loading  cargoes  of  coal  are  not  excelled  in  any  other 
port  in  the  world.     It  is  almost  a  daily  occurrence  for  steam-  ^ 

ers  carrying  3,000  to  4,000  tons  to  arrive,  load,  and  sail  the 
.same  day;    and  on  several  occasions  vessels  carrying  fiom 
1,800  to  2,200  tons  cargo  have  sailed  loaded  in  six  hours 
after  arrival. 

It  is  recommended  that  masters  (or  agents)  of  steamers 
intending  to  call  fm-  bunkei-  coal  at  Sydney  or  Louisburg 
should  telegraph  the  date  of  their  sailing  and  quantity  of  ^ 

coal  required  to 

P.  L.  NAISMITH, 

Superintendent, 

QLACE  BAY, 

CAPE  BRETON. 

Owjiers  of  steamers  which  are  intended  to  call  for  coals  at 
either  of  the  above  ports  on  the  outward  voyage  from  Europe 
should  advise 

MESSRS.  HULL,  BLYTH  &  CO., 

4  FENCHURCH  AVENUE, 

E.  C,  LONDON,  «^^ 

of  probable  date  of  arrival  and  requirements. 


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Distances  :  —  To  Liverjmol  from 

New  Orleiins 4,130  miles. 

Cliiulestowu 3,(350  „ 

Newport  News, 

Norfolk 8,154  „ 

New  York ;J.054  „ 

Boston ii,fc)50  „ 

Halifax 2,53l;  „ 

Louisburg 2,37  G  „ 

Tiie  following  pro  forma  invoices  of  coal  and  disburse- 
ments at  Sydney  and  Louisbnrg,  for  a  steamer  of  1,800  tons, 
net  register,  taking  a  supply  of  400  tons  of  bunker  coal,  are 
submitted  as  guides  to  ship  owners. 

No.  1.     At  Sydney  throughout  the  season:  — 

400  tons  Coal  at  12.20 $880.00 

Trimming  at  15  cts 60.00 

Pilotage 60.00 


10 

Sick  Mariners'  Fund 136.00 

Harbor  Master 5.00 

Entering  and  Clearing  at  Customs  .     .     .  5.00 

Line  Man 3.00 

Total $1,049.00 

At  $4.80  =  £218-10-10. 

No.  2.     At  Louisburg,  15th  April  to  1st  December :  — 

400  tons  Coal  at  $2.20 $880.00 

Trinnning  at  15  cts 60.00 

Pilotage 20.00 

Sick  Mariners'  Fund 36.00 

Harbor  Master 5.00 

Entering  and  Clearing  at  Customs  .     .     .  1.00 

Line  Man 3.00 

Total $1,005.00 

At  $4.80  =  £209-7-6. 

No.  3.     At  Louisburg,  1st  December  to  15th  April:  — ■ 

400  tons  Coal  at  $2.20 $880.00 

Trimming  at  15  cts 60.00 

Pilotage 30.00 

Sick  Mariners'  Fund 36.00 

Harbor  Master 5.00 

Entering  and  Clearing  at  Customs  ...  1.00 

Line  Man 3.00 

Total $1,015.00 

At  $4.80  =  £211-9-2. 


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) 


11 


References,  Testimonials,  etc.  —  Among  the  Domin- 
ion Coal  Company's  regular  customers,  who  have  used  Cape 
Breton  coal  for  many  years,  may  be  mentioned  the  following : 


h 


FOR  STEAn : 


CANADIAN  PACIFIC  RAILWAY 

GRAND  TRUNK  RAILWAY 

INTERCOLONIAL  RAILWAY 


SUGAR  REFINERIES 


COTTON  FACTORIES 


f 


Manufacturing  concerns  generally  of  Montreal,  Halifax,  etc. 

THE  PLANT  LINE 

YARMOUTH  STEAMSHIP  COHPANY 

And  other  fast  steamers  plying  between  Nova  Scotian  and 

American  ports. 

THE  GAS  COnPANIES  OF 

nONTREAL        ST.  JOHN,  N.  B, 

QUEBEC  HALIFAX,  ETC. 

Have  for  years  been  purchasers  of  the  Company's  Gas  Coals. 


) 


The  appended  testimonials,  selected  from  a  large  number, 
bear  witness  to  the  popularity  which  the  Company's  coal  has 
attained  to  for  bunkering  purposes. 


12 


Cape  York,  July  25,  1898. 

Dear  Sir :  —  I  write  this  line  to  thank  the 
Dominion  Coal  Company  for  the  cliaracter  of  the 
coal  furnished  my  ships,  Hope  and  Windward.  It 
was  very  satisfactory  and  enabled  me  to  make  in 
the  Hope  a  very  quick  run  of  ten  days  from  Sydney 
to  Melville  Bay. 

Kindly  present  my  compliments  to  your  Presi- 
dent and  believe  me. 


Very  sincerely  yours, 


R.  E.  Peaky. 


Treasurer^ 

J.  S.  McLennan, 

Dominion  Coal  Company, 

95  Milk  Street,  Boston,  Mass. 


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Steamship  "  Halifax." 

Oct.  26,  1898. 
M.  R.  Morrow,  Esq., 

Dominion  Coal  Compiiiiy, 

Halifax,  N.  S. 

Dear  Sir :  — For  the  i)ast  five  years  and  more,  tlie 
steamship  Halifax  has  beeji  bunkered  witli  tlie  Do- 
minion Coal  Company's  steam  coal,  and  it  has  given 
every  satisfaction.  It  burns  well  with  liglit  di-auglit, 
makes  steam  easily,  and  produces  a  very  small 
quantity  of  ashes  and  clinkers. 

It  gives  me  great  pleasure  to  be  able  to  recom- 
mend it  as  a  first-class  bunker  coal. 

Yours  truly, 

John  Dobbie,  Chief  Engineer^ 
Steamsliip  Halifax. 


14 


Yarmouth,  N.  S.,  Oct.  28,  1898. 

J.  S.  McLennan,  Esq., 

Treasurer  Dominion  Coal  Company. 

Dear  Sir :  —  I  think  you  will  be  pleased  to  hear 
that  the  steamer  Boston  has  been  usinsf  the  Dominion 
Coal  Company's  steam  coal  on  her  fast  runs  between 
Yarmouth  and  Boston.  The  stGr^iiier  Prince  Ed- 
ward, which  used  "  Pocahontas  "  coal,  was  beaten 
by  the  Boston  on  every  run  that  was  made.  I  can 
recommend  the  Dominion  Coal  Company's  coal  as 
giving  our  engineers  perfect  satisfaction.  The  coal 
used    was    not  selected,  but   was  taken  from    the 


L  E.  Baker,  President, 
The  Yarmouth  Steamship  Company,  Limited. 


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sheds  as  usual.  '^ 

Yours  truly, 


0 


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On  Board  Royal  Mail  Steamship  "  Gallia.' 

MONTRKAL,  Oct.  13,  1898. 


^  D.  W.  Campbell,  Esq., 

General  Manager  Beaver  Line  Royal  Mail  Steamships. 

Dear  Sir  :  —  In  reply  to  your  inquiry  regarding 
the  (juality  of  coal  supi)liecl  to  this  ship  (2,500 
tons)  by  the  Dominion  Coal  Company,  at  this  port 
and  that  of  St.  John,  N.  B.,  during  tlie  last  nine 
voyages,  I  have  to  say  that  I  have  always  found  it 
to  be  of  excellent  steaming  quality  and  entirel}'  free 
from  clinker  and  dirt.  We  have  not  had  any 
trouble  whatever  with  burning  of  fire  bars,  and 
^  have  always  made  good  speed  when  supplied   with 

this  coal.     The   consumption  has  been   moderate. 
' '  I  remain,  Yours  obediently, 

VVm.  Bewley,  OJiief  Engineer. 


16 


Dominion  Line  Royal  Mail  Steamers. 


Halifax,  N.  S.,  April  22,  1897. 

Messrs.  The  Dominion  Coal  Company, 
Halifax,  N.  S. 

Bear  Sirs  :  —  Referring^  to  the  200  tons  bunker 

coals  supplied  by  you  to  the  Royal  Mail  steaniei- 

Vancouver  on  her  last  homeward  voyage,  when  she 

had  also   been  supplied   with  some  coal  at  Poit- 

land,  Me.,  her  chief  engineer  reports  : 

"  The  Cape  Breton  coal  was  much  better  than 
the  '  Pocahontas  '  coal,  having  more  lumps  of  round 
coal  and  much  less  small,  and  would  burn  easier 
with  less  draught,  and  maintain  the  steam  better." 

Yours  truly, 

(Sgd)  A.  G.  Jones  &  Co. 

(The  coal  with  which  comparison  was  made  was 
a  well-known  and  much  advertised  coal  supplied  at 
United  States  ports.) 


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r- 


Bunker  Coals, 

Belfast,  May  25,  1898. 

Messrs.  McLean,  Kennedy  &  Co., 
Montreal. 

Dear  Sirs:  —  Chiei  engineer  of  steamship  Ma- 
more  Head  reports  favorably  of  the  bunker  coal " 
which  you  supplied  that  steamer  last  trip,  and  as 
giving  considerably  better  results  than  Scotch  coal, 
which  had  been  supplied  on  previous  occasions.  In 
future,  therefore,  when  any  of  our  boats  want  coal 
with  you  and  when  you  have  no  stock  of  our  own 
on  hand,  please  supply  the  Sydney  Cape  Breton 
coal,  same  as  you  gave  Ramore  Head  this  trip,  of 
course  presuming  the  price  is  satisfactory. 

Yours  truly, 

G.  Heyn  &  Sons. 


18 


Montreal,  Quebec,  Sept.  26,  1898. 

Messrs.  Dominion  Coal  Company,  Ltd., 
Boston,  Mass. 

Bear  Sirs  :  —  Replying  to  your  inquiry  as  to  the 
quality  of  the  Cape  Breton  steam  coal  furnished 
my  ship  by  your  Company  at  Montreal   last  trip,  '  V 

amounting  to  about  800  tons,  which  I  understand 
was  from  the  "  Phelan  Seam,"  I  beg  to  state  that 
during  my  experience  in  the  use  of  all  kinds  of 
coals  for  bunker  purposes,  I  have  not  the  slightest 
hesitation  in  speaking  most  highly  of  the  quality 
of  the  coal  supplied.  We  had  not  any  trouble  in 
keeping  up  steam,  and  the  voyage  to  England 
showed  as  good  results,  if  not  better,  than  the  best 
English  coal.  I  might  also  say  we  did  not  iind  the 
coal  at  all  hard  on  the  bars,  and  I  shall  take  much 
pleasure  in  recommending  your  coals  to  any  ship 
owners  whom  I  know  of  coming  to  this  port.    I  am 

Yours  truly, 

W.  Brown, 

Chief  Engineer  of  the  Royal  Mail  Steamship  Tongariro. 


^_ 


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steamship  "  Strathgarry." 

MoNTUEAL,  QuEBBic,  April  10, 1898. 

This  is  to  certify  that  I  have  on  two  occasions 
been  supplied  with  Dominion  Coal  Company  run 
of  mine  steam  coal  for  bunkera  on  the  above  steamer, 
from  which  I  experienced  excellent  results,  as 
regards  steaming  quality,  containing  very  small 
percentage  of  ashes,  having  made  a  record  passage 
from  Montreal  to  Hamburg,  and  found  this  Cape 
Breton  quite  as  economical  as  any  coal  I  ever  used. 

Thomas  Hughes,  Chief  Engineer. 


20 


Dominion  Government  Cruiser  *' Acadia,'^ 

Halifax,  N.  S.,  April  30,  1897. 

This  is  to  certify  that  I  liave  used  the  Reserve 
Mine  coal  foi-  a  number  of  years  in  the  engine  de- 
partment of  this  ship,  and  as  it  has  given  me  every 
satisfaction  as  compared  with  the  other  coals  of  this 
country  and  United  States,  I  have  much  pleas- 
ure in  recommending  it  to  parties  requiring  a  steam 
coal. 

(Sgd)  David  M.  Mooxey,  Engineer^ 


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PORT  CHARGES. 


The  compulsory  port  charges  at  Sydney  and  Louisburg  are:  (1)  Pilot- 
age; (2)  Harbor  Master;  (3)  Sick  Mariners' Fund. 

Pilotage.  —  At  Louisburg  tlie  pilotage  is  compulsory,  full  pilotage 
being  charged  whether  the  services  of  a  pilot  are  accepted  or  not.  At 
Sydney,  if  his  services  are  not  taken  only  half  pilotage  is  paid.  This 
harbor  is  so  easy  of  access  that  masters  having  taken  a  pilot  once  in 
and  out  are  quite  competent,  to  bring  their  ships  in  on  future  trips  with- 
out pilots,  and  many  masters  running  regularly  to  the  port  do  not 
accept  their  services  once  in  a  year. 

Following  are  rates  charged:  — 


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SYDNEY. 

Eight  hundred  tons  register 
Each  additional  hundred  tons 


Inward. 

Outward 

$20.00 

$20.00 

1.00 

1.00 

8.00 

5.00 

10.00 

6.00 

12.00 

8.00 

LOUISBURG. 

On  steamers,  80  tons  to  oOO  tons  net  register 
„        500        „     1,000      „     „ 
„      1,000        „    3,000     „      „ 


Winter  pilotage  from  1st  December  to  15th  April,  50  per  cent,  additional 
to  the  above  rates  at  Louisburg.     At  Sydney,  same  as  summer  rates. 

Harboh  Master's  Fee. —This  fee  is  a  government  charge  and  is 
com))uls()ry  on  all  steamers  entering  Canadian  ports,  and  is  payable  only 
twice  by  the  same  steamer  in  the  calendar  year,  no  matter  how  many 
porta  she  may  enter.  This  fee  for  steamers  over  700  tons  register 
is  .$5.00. 

Sick  Mariners'  Fund.  —This  fund  is  one  established  by  the  Dominion 
Government  to  provide  for  the  care  of  sick  and  distressed  mariners  at 
any  port  in  the  Dominion.  The  fee,  which  is  compulsory,  is  two  cents 
for  every  ton  of  net  registered  tonnage,  and  is  payable  not  more  than 
three  times  in  the  calendar  year  by  the  same  vessel,  but  only  once  on 
the  same  voyage. 

Following  are  the  sections  of  the  Act  which  provide  for  the  payment 
of  this  fee,  together  with  the  benefits  which  accrue  to  a  vessel  from  the 
payment  of  the  same :  — 

31 


22 

(5)  The  master  or  person  in  command  of  any  vessel  paying  such  rate  ^ 
or  duty  may  send  to  the  Marine  Hospital  at  Quebec,  or  to  the  Marine  or 
Seaman's  Hospital  at  or  for  any  other  port  in  any  of  tlie  Provinces 
aforesaid,  or  to  any  hospital  so  designated  and  appointed  as  aforesaid, 
at  any  hour  of  the  day  (and  in  case  of  accident  or  emergency,  at  any 
hour  of  the  night),  any  sick  mariner  belonging  to  his  vessel;  and  such 
sick  mariner,  so  sent  with  a  written  recommendation  from  such  master 
or  person  in  command  of  such  vessel,  indorsed  as  "approved"  by  the 
collector  of  customs  at  the  port,  or  other  officer  appointed  for  the  pur- 
pose by  the  Minister  of  Marine  and  Fisheries,  shall  be  gratuitously 
received  into  such  hospital  and  receive  therein  sucli  medical  and  surgi- 
cal attendance  and  such  other  treatment  as  the  case  requires,  so  long  as 
the  same  is  required,  —31  V.,  Chap.  64,  Sect.  5. 

(6)  At  any  port  at  which  such  rate  or  duty  as  aforesaid  is  received, 
and  at  or  for  which  there  is  no  marine  or  seamen's  hospital,  or  other 
hospital,  so  designated  and  appointed  as  aforesaid,  the  collector  or  other 
chief  officer  of  the  customs,  upon  being  required  so  to  do  at  any  hour 
of  the  day  (and  in  case  of  accident  or  emergency,  at  any  hour  of  the 
night),  by  the  master  or  person  in  command  of  any  vessel  paying  such 
rate  or  duty  at  sucli  port,  shall  make  without  delay  the  best  provision 
in  his  power  for  the  medical  or  surgical  assistance,  or  both,  and  treat- 
ment of  every  sick  mariner  belonging  to  such  vessel  at  the  nearest 
public  hospital,  if  there  is  one  at  a  safe  and  convenient  distance,  and  if 
not,  then  at  some  public  or  private  house.  —  31  V.,  2  64,  8.  7. 

(11)  Any  shipwrecked,  destitute,  or  otherwise  distressed  seamen  may, 
by  authority  from  the  Minister  of  Marine  and  Fisheries,  be  temporarily 
boarded  and  lodged  and  taken  care  of  at  any  marine  or  seamen's  hos- 
pital devoted  exclusively  to  the  reception,  care,  and  treatment  of  sick 
mariners  —31  V.,  Chap.  64,  Sect.  9,  part. 

(12)  All  expenses  incurred  in  any  one  of  the  Provinces  aforesaid,  for 
tlie  care  and  medical  and  surgical  treatment  of  sick  mariners,  including 
the  cost  of  the  maintenance  and  support  of  marine  and  seamen's  hos- 
pitals devoted  exclusively  to  such  purposes,  shall  be  defrayed  out  of 
"Sick  Mariners'  Fund";  and  the  Governor  in  coimcil  shall  appoint  the 
superintendents  and  other  olticers  of  such  hospitals,  who  shall  receive 
such  salaries  or  remunerations  as  the  Governor  in  council  from  time  to 
time  directs.  —31  V.,  Chap.  64,  Sect.  10. 


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